Thruster88

The Yarram accident was investigated by the ATSB. Pilots new and old should be reading these on a regular basis. The wind was pretty strong on the day and full flap was probably not appropriate. https://www.atsb.gov.au/publications/investigation_reports/2016/aair/ao-2016-112/

In VH land it is the responsibility of the operator. I am the owner and operator of my VH aircraft but they can be separate entities.

I have heard of this gust of wind thing before but do not understand how it causes the aircraft to pitch up violently. From the landing bounce to tower impact takes about 6 seconds, a fast person can run about 50 metres in that time.

I don't see why not. It would require a LAME to issue a maintenance release just like any other certified VH aircraft. The LAME would go thru the logbook and rectify any deficiencies in the previous maintenance, this would happen anytime a LAME signs out a new to them aircraft regardless of its previous history.

Certified status will not change if maintained by an L1 for private operations. If the aircraft was later returned to a RAAus flying school then an inspection and sign off by L2 would be required.

Interesting project and discussion of the pros and cons of twin aircraft. Performance details at 12.00.

The CA25N was sold as a VH registered cheaper to operate Cessna and Piper replacement in the training market so yes it must have been certified. That would not change in a move to RAAus is my understanding. So only a 912A engine could be used. I can remember when Gazelles were worth a small fortune on the used market.

CA25N Gazelles appear to use the 912A, this is jar22 certified. Other 80hp 912 engines are the 912F, FAR33 certified and the 912ul which is not certified.

We enjoyed our trip to Birdsville in may 2019. Would not consider going for the races, zero appeal for me. Pub was great with nice accommodation.

If there was no fault in the elevator control system these people should never pilot an aircraft in the future.

I would not lubricate any off these. The ball ends will never wear out before the assembly should be replaced if left dry. The cable definitely should not be lubricated. Cleaning and checking the seals is important, if moisture enters the cable and you fly into freezing temps control lock could occur. It has happened.

Our leaders could have done much better, however they will always have this problem

Dan Gryder was involved in a crash of a Cessna 150 following a touch and go or go around at the ACCA flyin. The electric flaps were at 40° and would not retract, aircraft could not maintain altitude. The take home safety message in his own words "we landed the aircraft wings level under control at minimum airspeed". There were no injuries in what could have easily been a STALL SPIN type fatal accident.

If the cable has a nylon or any type of "plastic" liner it should not be lubricated. I do not lubricate the throttle or choke cables on the thruster. Cables would be a responsibility of the airframe manufacturer re maintenance.